Improvement in steam steering-apparatus



v ILPETERS, PHOT0-UTHOGRAPHER. WASHINGTON, D C.

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Yad Sxn N. PETERS. PHOTO-LFL'HOGRAFHEF(` WASHINGTON, D C.

taittd Cstates JOHN MCFARLANE GRAY, OF LIVERPOOL, ENGLAND.

Letters Patent No. 98,371, datetZtDecembe-r 28, 13.39.

IMPROVEMENT IN STEAM S'lIElERING-AIPPARATJS.

The Schedule referred to in these Letters Patent and making part of thesame.

To all Iwhom it may concern:

A Be it known that l, J oHN MCFARLANE GRAY, engineer for GeorgeForrester t C0., at Vauxhall Foundry, Liverpool, in the county ofLancaster, in that part of her Britannie h-Iajestys dominions ca-lledEngland, have invented certain new and useful lmprovements inSteering-Apparatus, referring to a Steering-'Ielegraph andItudder-Indicator and a Steam Steering-Engine, and I do hereby declarethat the following is a full and exact description thereof.

A My invention consists of two parts: the firstI part refers to asteering-telegraph and rudder-indicator, and the second part refers to asteam steering-engine.

I use the term'rudder-iinlicator, as its name implies, and the word t\le, graph7 as a name for that portieri ofthe apparatus which is worked.bythe man atthe bridge.

l1`irst, the telegraph and indicator. Heretofore such apparatus has beenconstructed with two sets of connections, 011e for telegraphing from thebridge to the stern, and the other for indicating the actual positionofthe rudder.v Now, according to my invention, these are so constructedas to form but one machine.

Hitherto the telegraph has been worked at tbebridge, generally by asmall motion of a wheel, which is usually stationary while the rudder isbeing moved; but, according to my invention, the telegraph handwheel ismoved to about the same extent and in the same manner as a commonsteering-wheel, and must be kept in motion while the rudder is heiligmoved beyond a certain distance, so -that any seaman, who can steer atthe helm, can, without further instructions, also work the wheel at thebridge.

The principal object I have had in View in this part of my invention has'been to contrive an etiicicut telegraph to answerall the requirementsof steering by men, and at the same time to be applicable to steering bysteam-power, without alteration in the working of the telegraph, andwithout the intervention of a man between the person at thetelegraph-wheel and the steam steering-engine.

1n constructing a steering-telegraph and rudder-indicator, according tomy invention, I carry a line of small shafting, B B, in any convenientway, from a hand-wheel, A', called the telegraph hand-wheel, at thebridge, to a telegraph-dial, H F, aft, placed near the helm.

Aft, is a screwed shaft, which I willstnipose to be a vertical shaft,-D. It works in a nut, and is able to move a certa-in distance in thedirection of its axis, by revolving in the nut.

This nut is attached to, or is cast in one piece with a wheel, D", andthe nut andthe wheel turn together in a bearing, and are provided withcollars, to' prevent longitudinal motion.

This wheel l)2 is connected, by gearing N2, with a wheel,'N,vwhichrevolves with the steering-wheel shaft N, so that the nut D'z turns onlywhen the steering-wheel shaft N, and consequently the rudder, notrepresented, is turned.

The screwed shaft D carries a piece, D", containing a turned groove, anda sliding block, Q2, lies in this groove.

A-pin in this block is attached to a lever, Q1, which I vwill designateas the traverse-lever, so that the longitudinal motion oi' the screwedshaft is imparted to the traverse-lever. By this traverse-lever, and itsconnections, I control the motions of my steam 'steer` ing-engine, to bchereinafter' described.

I have already described the screwed shaft D as a vertical shaft,driven. in the bridgeby the telegraphshafting B C, and I have describeda wheel and nut, D2, as supporting this screwed shaft.

I will now explain how I work the telegraph-signals att-he helm, toallow of steering by men at that point, when necessary. i

On the screwed shaft, I tix a small spur-pinion, D, through which itreceives motion, through the shafting B, from the telegraph forward, andon the nut D?, I tix another similar pinion, from which I drive a smallvertical shaft, G, therel kbeing thus one small shaft upon each side ofthe screwed shaft D, so that one of these shafts is driven by thetelegraph-shafting, and the other by the wheel on the steering-wheelshaft,or, in other words, by the rudder-mechanism.

At the upper end of each 'of these shaft-s, C and G, I have a worm, GTand G, gearing each into a separatetoothed arc or quadrant, I1 and H1,which are carried on the same centre, but work independently ofioneanother. 'Ihese worms or endless screws have their threads, the one, (I,right hand, and the other, G, left hand, and the toothed arcs orquadrants have ca ch an index-arm or pointer.

The index-arm F2 ofthe arc H1, which is moved by the ruddcr-mechanism,is in one piece with that are, and indicates, on a graduated fixed dial,the actua-l position of the rudder. This index-arm, I call therudder-indicator. The irnlex-arm is jointed to both quadrants l"I andIl. The dist-ance between the ceutres ofthcse joints is short, ascompared with the llength of the index-arm, so that any diiiercnce inthe motions of the two toot-hed quadrant-s F and Hl is shown asmagnified at the point ot' this joiutedfiudexarm IiI H, and thesteersmen at the steering-wheel are thereby directed to pnt thesteering-wheel over to the side toward which this index-arm points. Ittravels over a graduated scale formed on the index-arm of the othertoothed quadrant. This jointed index-arm H Ir", I call thetelegraph-director. lt wiil be understood from this description that'the differential motions of thescrewed shaft and nut-wheel,

relatively to each other, produce similar differentialv movements ofthetwo toothed quadrants relatively to each other, and that any differencebetween the movements of t-hese two toothed quadrants is shown enlargedby the telegraph-direct0r on the graduated `scale formed on therudder-indicator.

der-indicator, and will remain in advance until the y actual position ofthe rudder corresponds with the required position, and then atelegraph-index at the bridge, the rudder-indicator at the stern, andthe telegraph-director will all point to the same position for therudder, and the telegraph-director will be central upon therudder-indicator. This is4 the arrangement by which I convey avisibleintilnation to t-he hehnsmen. In addition to this, I fix a bell andhammers on the upper' end of thc screwed shaft, and I fix a projectingpin on the nut-wheel, so placed as'to give signals ofwariiing, and, ifrequired, so arranged as to strike repeatedly, for the signalV ofurgency. Y

In constructing this part of the apparatus, I prefer to have thehammers, one upon ach side of the bell, and to bring the lifting-ends ofthe hammer-levers so close as just to leave clear space for theprojecting pin on the uut-wheel to occupy a position between. bothlevers, and clear of them both.

At the extremity of the lifting-end of each hammerlever, I have a hingedtooth, to present an inclined face always to the pin, as they approachit, and to provide a sudden release to the hammer-lever, when the toothhas just passed the pin in either direction.

The hammer-levers are pressed by volute springs to force the hammerstoward the bell, but they are kept just clear of the bell, each by astop, bearing on the` hammer-end of the lever.

When the hammer lifted, and then suddenly released, ihe force of thespring carries the hammer on to strike the bell, the hammer-lever orshank bending a little atthe stop; but after striking, the hammer isretained in la position clear of the hellas is commonly done inengine-:room telegraphs. v

As I arrange `that the screwed shaft has one free vturn in eitherdirection from its middle position, and

as, when in its middle position, I place the projecting pin midwaybetween the lifters of the bell-hammers, it follows, that in moving thetelegraph-wheel toeither side, thebell will be struck, giving a. call tothe steersman to attend to the signals.

IVhen the bridge-wheel h'ns been advancqu one turn, the bell will strikeagain, giving the cr'i `.gain to the helmsman to attend to the signal,for 1 ,rt or starboard, as the case may be.

When one turn has been made in advance of the steering-wheel, and thesignal `is still unobeyed, the man ati-the bridge can, by shaking thewheel there through a small arc, cause the bell to strike repeatedly,for the signal of urgency. When the order-,has been fully obeyed, andthe rudder arrives at the required position, the bell strikes one, andif "carried past the required position, it will strike again, and thehelmsman should bring his wheels to a position Corresponding to midwaybetween these two strokes of the bell, and then the telegraph-directorwill be vCentral on the rudder-indicator' gaan attention. It is not anorder to do anything, but a call to the order which is being signalledby the telegraph-director. This is the arrangement by which I convey anaudible intimation from the man at the bridge to the helmsmen.

A telegraph-index at the bridge or place of governance is worked olf thetelegraph-shafting by a train of small wheels, to give the requiredmotion to the pointer. The pointer may otherwise be moved by a worm orendless screw on the telegraph-shaft, with t-he requisite intermediategearing. I prefer using` spur-gearing for giving motion to this pointer,and the wheels I use are chosen from the change-wheels belonging toscrew-cutting lathes. I thus get heavier wheels than are really needed,but they are less liable to damage than lighter wheels would be.

The position of the .telegraph-index will correspond exactly with themotions of the telegraph-wheel, but it will be always in advance of theactual position of the rudder, while the rudder is being moved toorders, and behind the actual position of the rudder when it is beingmoved by the sea or against orders, and will exactly agree with therudder' in position, when orders given have been obeyed.

This is the arrangement by which I convey to the man at the bridge aknowledge of the position of the rudder.

At the bridge-shaft, which is a small horizontal shaft, I provide stopsfor the extreme positions of the rudder, namely, for hard-over port andhard-over starboard. I do this by cutting av strong screw on a part ofthis shaft. A traversing stop-nut is on this screw, and this nut isprevented from revolving with the' shaft by a` guide plate.

I fix stop-clutches on the shaft to gear with corresponding stop prijections on the two sides of the traversing stop-nut, so that when thetelegraph-index shows the extreme position for the rudder either way,one of these stop-clutches is in gear with the traversing stop-nut, andthereby the shaft is prevented from further lmovement in that direction.

This is the arrangement by which I limit the numof revolutions of thetelegraph-shafting, to correspond with the range of the rudder. i

At the bridge I connect the telegraph hand-wheel to the shaft, bymeausnf a/safety-clutch arrangement. The clutch is in two pieces, andthe hand-wheel is fixed t-o`, or formed on` one of .those pieces. Itbears, at one side, upon a ring-collar, which is fixed on the end of thesha-ft. It is itself free upon the shaft.

A journal is formed on this clutch-piece, and a pedestal, under thisjournal, supports that end of the shaft. Upon the other side it is incontact with the other clutch-piece, and their driving projections therehave inclined faces. This second clutch-piece is seated on feathers onthe shaft, and can slide `longitudiur'illy on the feathers, .and totransmit any force, these two clutch-pieces require to be held firmlytogethenor they would be thrown out of gear by the action of theinclined-driving faces. 'lhey are held in contact by a spiral spring onthe shaft, bearing on the second clutch-piece, and compressed by a nutand screw, also upon the shaft.

The two clutch-pieces andthe spiral spring are thus held firmly togetherbetween the ring-collar'above referred to and this nut upon the shaft,and the force of the compression of the spring can be so regulated bythe nut, according to the inclination of the faces of the clutch-pieces,and to the force which it will be safe to transmit through the shafting,that the clutches will part before any undue strain can be put upon theshafting, and the telegraph hand-wheel will then revolve without movingthe shafting, and will thus intimate to the men in charge that` the fullsignal has pc y been given and has not been executed, or that the rudderis hard over; but a man who is acquainted with the apparatus would nevercause the clutches to slip, for he would know, bythe increasing 'forcere'- quired to move thewheel, that one of the stops was acting.

Very little force is required to move the shaftinfr. I have revolved itwith ease, applying only one finger to the telegraph hand-wheelat thebridge, driving, on the same motion, about four hundred feet ofsha-fting and five pairs ot' mitre-wheels, carried by upward of fiftypedestals, besides' driving the gear for the indexarms. This isthcarrangement' of safety-clutch by which I protect the'telegraph-shaftingfrom undue strains.

When the rudder is moved in opposition to the'signalfrom t-he bridge, aswhen a sea strikes the. rudder, the motion produced will first cause therudder-indicator toothed quadrant to move in the same direction as therudder, but, as the telegraph-shafting is stationary, theYtelegraph-director will move in the opposite direction, and when it h'asjust reached the full signal for correcting the contrary motion of therudder,the stop-clutches on the screwed shaft and on the nut-wheel willhave come intol gea-i, and if the contrary motion of the rudder iscontinued beyond this point, motion will be then imparted tothetelegraphshafting, andthe telegraph-index on the bridge will indicate aposition a little in the rear of the actual position of the rudder, ashas--been already explained.

The man at the telegraph lntud-wheel should not resist the movement ofthat wheel when that is caused by the contrary motion of the rudder. Hisresistance will produce no effect beyond causing the safety-clutch toslip; He should wait until its niotion has just stopped, and then moveback the telegraph-index to the position he requires the rudder tooccupy.

The description which I have given 0f my steering-telegraph andrudder-indicator applies, whether it is worked in connection with asteering-engine, or only with manual power at the steering-wheels. Whenin connection with the steering-engine, the contrary motion ot' therudder would at once turn on the engine power to correct that motion,and it would seldoin happen that the contrary lnotion would be continuedso far as to move the telegraph-shafting, 'and therefore the telegraphhand-wheel, at the bridge, would, as a rule, only move when operated bythe yman in charge thereof. But all the while, even ininnte variationsofthe rudder would signal for their own corrections at the telegraph-dialaft, and by means of the traverse-lever, the differential motionsproduced would be communicated to the starting-lever ofthe steam-engine,which would respond to those signals, and restore the rudder to itsrequired position, without the intervention of any attendant, either atthe bridge or at the stern. A

The steerin g-en gine acts, under these circumstances, as a yielding butpowerful brake, and restraius the rudder into its required position,acting, of its own accord, within the liinits fixed by the traverse ofthe screwed sllaft.

This is the arrangement by which contrary motions of the rudder signaltheir own correction, and apply the power of the engine to restrain therudder.

The second part ot' my invention refers to a steamsteering engine, whichI place at the stern, entirely under the control of the man at thebridge, and to be selfacting, to keep the rudder in any requiredposition, or to restore it to that position, within certain limits, asabove explained, against the action of t-he sea, and adapting the engineto be actuated by the telegraphgear above described, and in several ofits details providing for its efficient working as a specialsteeringengine.

f To accomplish this, I construct an engine with'two this specificationI use the term engine toinclude the whole,) reversed byvnioving aspecial admission or stop-valve into one or other' of its positions. Iattach this admission-valve, by suitable connections, to a part of thetelegraph-gear, the traverse-lever, Q Q1 Q2 Ob, which receives itslnotion from the screwedshaft D, and I thereby open this stop-valve,according to the longitudinal motions of that screwed shaft, so that theposition of this stop-valve, with reference to its whole travel, willalways correspond with the position of the screwed shaft with referenceto its 1ongitudinal travel, and it will agree in its positions, also,with the positions and indications of the telegraphdirector.

There is a spur-pinion, M, on the engine-shaft M, gearing into a wheel,N l, on the steering-wheel shaft N, of proper relative diameter.

I construct the engine-shaft` M, and its pinion M, so that the pinion Mcan be slid on feathers, on the shaft, to take it out of gear with thesteering-wheel shaft, so that if the 'steering-wheel shaft N is also-fitted with steering-wheels, as usual, the rudder can he worked eitherby steam-power or by hand, or b'y both, as is required, the telegraphand indicator remaining in use in either case.

It' required, the sp|.n vheel M can be attached to the steering-wheelshaft by a friction-connection.

The steering-wheel shaft M3 may beveither the shaft of a chain-barrel,or a screw, with side arms, or the screw or shaft for actuatinghydraulic or other steering-'almaratus The steering-engine, being initself a complete cngine, may be used for other purposes thansteel-inc'.

The drawings accompanying this specification, from fig. 1 to iig. 14,inclusive, refer to the apparatus, coustructed according to myinvention, for the Great Eastern.

refer to the steeriiig-apparatus of the Great Eastern, and to these allthe preceding part of this specificamodiiications ot' thesteering-telegraph and rudderindicator, rlhese drawings .I will also nowdescribe.

The drawings consist ot ve sheets. Sheet No. 1 shows upon a small scale,1:48, the general arrangement of the whole steering-gear. f'

Figure l is aside elevation ofthe steering-platform, steering-wheels,and steering-engine of the Great Eastern.

Figure 2 is a side elevation ofthe apparatus at the bridge.

Figure 3 and Figure 4 are plans of g. l and iig. 2. On Sheet No. 2,scale 1:12, Figure 5 isa side elevaance.

Figure i is a front vie of thev same.

Figure 'felpa plan of the same.

On Sheet Na; 3, scale 1:12, Figure Sis a side elevation of thesteering-engine at the aft side, showing also the telegraph-director andmulder-.indicator.

Figure i), on the same sheet, is a plan ofiin. 8.

On Sheet No. 4, scale 1:12, Figure 10 is an end elevation of thesteering-engine from the port side.

Figure 11 is a sectional elevation ofthc saine.

Ou Sheet No. 5, scale 1:12, Figure 12 is an end elevation of thcsteering-engine from the starboard side.

Figure 13 is a sectional plan of the cylinders and valves. The sectionis taken through the centre of the cylinders, and through the centreofthe valves on the dotted lines shown from c to d in iig. 12.

Figure 14; is a .cross-section through thc cylinders in elevation.

The halfof this figure on the lcft-handside is taken cylinders,(sometimes called a pa-ir of engines, butin In the accompanyingdrawings, ti gs. l to 14, inclusive,

tion applica. The iigsl to 18 inclusive, refer to tion of the apparatusat the bridge or place of govern` on the dotted line a, and the otherhalf on the dotted line b in g. 13.

On the same sheet, Figures 15, 16, 17, 18," refer to modifications of myinvention to be hereinafter described. Y

The parts not above suicientlydescribed, are as follows: l

A, first half of safety-clutch. The bridge handwheel A is fixed on thispiece, and a journal is formed on it.

A5, the second half of safety-clutch` This piece is seated on featherson the shaft, and it can slide longitudinally on the shaft ony thesefeathers. A4 drives A5, and thereby drives the shaft. Thedriving-projections on A" and on A5 have inclined driving-faces, so thatA5 will slip out of gear from' A, unless theyare held together.

A, a spiral spring compressed td keep A* in gear with A, when not lnorethan the safe amount of force is applied. When more force is used, thepressure act-ing on the inclined facesof the clutch, tends to part themwith greater force than the compression of the spring, which tends tokeep them in gear, and A5 slips out of gear from A, and the hand-wheelrotates withfout communicating motion to the shaft. This special springis in a telescopic case.

A", nut for compressing the spiral spring thrust of the spring is borneby A2.

A", stop-clutches fixed on shaft A.

A9, traversing stop-nut. This piece is screwed as a nut, and traverses ascrewed portion of the shaft. It has clutch-projections on each end togear with Aa A", when at eitherend of its travel, so as to limit thenumber of revolutions of the shaft.

Al", guide for A", to prevent it from turning with the shaft.

A", mitre-wheel driving a similar wheel, B1.

B, cutter' connecting the last length of B shaft-ing to the machine atthe stern. This eotter is removable, to allow the machine at the sternto be worked at the stern, independently of the bridge-gear.

A".l Tile C, the telegraph-shaft of the machine at the stern..-

Cl, a cylindrical coupling. l

G2, a broad spur-pinion, gearing with D, an equal pinion.

C", hearing for O in framing-pieceX.

(3*,` ring-collar to' bear the weight of shaft C.

G5, mitre-pinion to gear witlrE, a similar pinion.

C6, bracket fixed on framing.A It forms a healing for shaft (l, and itcarries a stop-wheei; C.

GT, right-hand worm or endless screw, gearing with the quadrant F1. y

C, stop-wheel. A portion of the circumference of this wheel is blank.The ends of the helix of the worm Ci, strike on this blank part, and`the number of teeth cut-in the wheel is' such as to allow of only therequired number of revolutions. This stop is required only when themachine is worked by the aft handwheel E.

D2, the nut-wheel, a mitre-wheel .gearing with a similar wheel on thebarrel-shaft. The centre of D? is a long boss screwed as a unt to workon the screwed shaft D. There is a neck-journal turned on this boss, andit is supported in hearing DK in the framing-piece X. 'lhe centre ofthis wheel projects below the bearing D, and there carries a pinion, D,which forms the lower collar for the neck-journal. There areclutchprojeetions on the upper side of D2 to gear into similarprojections on D5. D2 carries also a stud-pin on the upper side, tooperate the hammers of a bell.

D, a pinion keyed ony D2, and driving G1, an equal pinion on therudder-ilulicator shaft.

D", a ground collar-piece fixed on the screwed shaft,

' `and lifted or lowered with it. This piece carries the end of thetraverse-lever, and thereby the differential motion of the screwed shaftis vtransmitted to the stopalve ofthe `steering fengine.

D5, a disk-clutch. The clutch-projections are on the bottom side, andgear with similar projections on D2.l

D, bell with two hammers for the same, springs for the hammers, and aplate to which the hammers are attached. The bell itself is fixed on theupper end pf the screwed shaft D, and with the stud-piu carried by D2.These form -a complete warning-bell, striking when the screwed shaftleaves its middle position either way, and when it returns to it; alsowhen the signal for full speed over is given, and when it is withdrawn.

D, bearing for D2 in piece X. E, shaft for aft hand-wheel. This shafthas two positions. In one position the pinions E4 and C5 are in gear,and in the other position they are ont of gear.

191,- aft hand-wheel. By this wheel the steering-engine can be operatedat the stern.

E2, a centreplate with boss for supporting the shaft E.

E, tig. 10, a pawl-piece, fitting either of the two grooves on the shaftE, and thereby retaining the shaft in the one or in the other of its twopositions. This'pawl-piece is hinged on a pin in ears at one `side ofthe boss, and a similar pin-hole in ears at the other side admits alock-pin or a padlock.

E4, a mitre-pinion on E, gearing and ungearing with G5.

E5, bracket supporting inner end of shaft E.

F, telegraph-quadrant. The worm G1 moves this quadrant.

F2, magnifying telegraph-director. This is a pointer jointed on theindieawr-quadrant, and also on the telegraph-quadrant. These joints areclose to each other, so that any movement of one quadrant past the otherquadrant is shown as enlarged at the extremity of the pointer.

G, indicator-shaft of the machine at the stern.

G1, spur-pinion on lower end of. G. This pinion is driven by D5, anequal pinion.

G, bearing for G on framing-piece X.

G2, bearing for upper end ofshaft G.

G5, worm with left-hand screw on upper end'of G, and gearing withindicator-quadrant H.

H, tig. 1l, small shaft carrying H1 fixed, and Fx loose.

, H1, indicator-quadrant and pointer formed in one prece.

A segment-index scale is also formed on this pointer to measure theindications ofthe magnifying telegraphdirector.

H', graduated index on H1 for the magnifying telegraph-director.

J, figs. 13 and 14, the slide-valves of the engine they are cylindrical,and therefore equilibrium.` The passages are formed with a descent fromthe cylinder to the exhaust-pipe, to draw off any water of condensation.l

K, the stop-valve for letting on the steam to the engine, does not forma working part of the engine, but is merely an admission-valve. VXVhenit is opened at one end, the engine rotates in one direction; when it isopened at the other end, the engine rotates in the opposite direction.The use of this valve is to reverse the engine, changing steam-passagesinto exhaustpassages, and exhaust-passages into steam-passages.

K1, exhaust or steam or inlet-chamber of stopvalve.

K2, outlet-chamber of stop-valve.

K3, cover for stop-valve, with stuffing-box and gland for the rod.

K, stop-cock. By shutting this cock, the engine Can beoverhauled. y

K5,'rod of stop-valve` K5, connecting-rod of stop-valve jointed t1 Q.

L, pistons of the engine.

` M3, spur-pinion or crank-shaft. vThis pinion trans-,

mits the power ot' the engine to the steering-barrel shaft by gearingwith the spur-wheel N1, or to the winding-drums 02, by gearing with thetwo equal spurand shown on the drawings, fig. 1, as a steering-barrelshaft with chains to the tiller, but it may be the continuation of thescrew of a screw steering-apparatus, or of the steering-wheelshaft ofany other form of steering-gear.

P, screwed shaft for drawing the pinion M3 along the shaft, to gear it,or to nngear it with the ruddergear, or with the winding-gear asrequired.

Q5 hand starting-lever, to .be used when hoisting.

Q5, quadrant for guide for Q".

1t will be understood lfrom the preceding description, that'to operatethe steering-engine, and to signal at thestern, I produce a longitudinaltraverse motion, corresponding to the dierence between the motion of thetelegraph hand-wheel, and the motion of the steering-barrel shaft, bythe intervention of a geared nut and screw between thev steering-barrelshaft and the telegraph hand-wheel. I

'In ge-15 to 18, inclusive, Ishow two modifications of my invention. Ineach of these I use a screw and a nut to produce .differential traversemotion, and in each of these illustrations the nut gets its motion .fromthe steering-barrel shaft, 'as in the first arrangement, but the detailsare -here varied, to adapt them to other means of communication betweenthe bridge and the stern. l

It will be obvious that the steering-engine can be used without thetelegraph, and the telegraph without the engine that instead ofconnecting the steering-engine, directly to the steering-apparatus, theInotion can be conveyed by intermediate gear, to allow of theenginebeing placed in any convenient position, for instance, in ships of war,below the water-line; and

that the engine-shaft c an be formed on, or be an extension of a shaftof the steering-apparatus.

It will also be obvious, that instead of steam, any other power-fluidcan be employed.

Having now described the nature of my said invention, and particularizedthe same, I would have it understood that I do not confine myself to theexact details and arrangements described herein, and /shown on thedrawings, as many modifications may be made without departing from theleading features.

\Vhat I consider toy be new, and desire to claim as of my invention, is

l. In combination with a-steering-engine, a screw and nut, one of which'receives a rotary motion from the engine, and thc otherfrointheattendant, arranged to produce a differential traverse motion, andthereby control the action of the steering-means, substantially asherein set forth. l

2. A rotating shaftconnect-ing the steering-mechanism with the engine,in combination with apparatus, arranged to produce a dilierentialtraverse motion to control the action, substantially as hereindescribed, while the saine is operated from the bridge orplaoe ofgovernance at will, as set forth.

3. The magnifying telegraph-director F", constructed with two joints,substantially as herein set forth.

4. lIhe quadrants F1 Hl, operated by worms in the manner and for thepurpose herein set forth.

5. Controlling the steering-engine and the steeringtelegraph by one andthe same motion-transmitter led from the place of governance,substantially as and for the purpose herein set forth.

In testimony whereof, I have hereunto set my name, in the presence oftwo subscribing witnesses.

` JOHN MCFARLANE GRAY..

Vitnesses:

4 J oHN T, KING, ROBERT Moss.

